Articulated train systems



Sept. 30, 1969 E. G. KNOLLE ARTIGULATED TRAIN SYSTEMS Original FiledAug. 10. 1965 INVENTOR. uff/(41,@

United States Patent O Matter enclosed in heavy brackets appears in theoriginal patent but forms no part of this reissue specilication; matterprinted in italics indicates the additions made by reissue.

ABSTRACT F THE DISCLOSURE The present invention relates to the masstransportation of passengers. Substantially, this train resembles a linkchain in a closed circuit with regions of relative slow motion with themoving links folded and densely packed for stations for passengerentrance and exit. Uther regions of the circuit find the moving linksspread apart and in high rate of motion.

The present invention relates to mass transporton of the types asdescribed and claimed in United States Patents Nos. 1,603,475 and1,725,653, yiled Jan. 24, 1925, and June 3, 1927, respectively.

[The present invention relates to mass transportation of passengers ofthe types as described and claimed in United States Patents Nos.1,603,475 and 1,725,653, filed Ian. 24, 1925, and lune 3, 1927,respectively. Substantially, these train types resemble a link chain ina closed circuit with regions of relative slow motion with the movinglinks folded and densely packed suitable for stations for passengerentrance and exit. Other regions of the circuit find the moving linksspread apart and in a high rate of motion] It is an object of thepresent invention to provide a small and compact articulated trainsystem with individual single passenger compartments travelling atspeeds of about 60 miles per hour and at capacities in multiples ofabout 2,400 passengers per hour up to about 19,200 passengers per hour.

It is another object of the present invention to fold the moving chainlinks at stations into two vertical rows. This creates a speed reductionat stations of twice the ratio of the length to the height of the links.With 22.5 feet long and one foot high links, a speed of two feet persecond (fps.) at stations will coincide with 90 f ps. (about 6() milesper hour) between stations.

It is a further object of the present invention to mechanize passengerhandling at stations and on train to the extent that the need forpassenger initiated movements iS limited to stepping on and off a movingplatform, and stepping from a moving platform sideways into and out ofindividual compartments. All other movements, including sitting down andrising from seats, are mechanized and automated.

Other objects and advantages of the present invention will becomeapparent to those skilled in the art from consideration of the followingdescription.

In the accompanying drawing in which the same reference characters referto the same elements throughout:

FIG. l is a perspective view showing a section of the train includingone station, and

FIG. 2 is a sectional view of a passenger compartment with details ofthe back-rest reclining mechanism.

The present train system has a plurality of stations l and a pluralityof single passenger compartments 2 at- Reissued Sept. 30, 1969 "icetached at intervals to an endless chain of a first series of links 3alternating with a second series of links 4. Links 3 and 4 are pivotallyconnected for articulation by laterally extending axles 5. Axles 5 havea wheel 6 journalled on each end for cooperation with a dual track 7.Links 3 and 4 are uniform in length and shape, and have attached t0their bottom surface a rack gear 8 which forms an endless continuousrack gear when links 3 and 4 are in end-toend alignment 9. For thepurpose of explanation, links 3 and 4 have a left side 10 and a rightside 11, the links also have halved-jointed overlapping end portions 12.End portions 12 are disposed to the right of the center on links of thefirst series of links 3, and to the left of the center on links of thesecond series of links 4.

Axles 5 are disposed centrally through the overlapping end portions 12.Links of the rst series of links 3 are fastened to their respectiveaxles 5. Links of the second series of links 4 are rotatably, andaxially slidable mounted on their respective axles 5.

A cam means 13 is engaged between each axle 5 and its respective link ofthe second series of links 4 for axial displacement when relativerotation occurs between respective links of the first 3 and second 4series of links. Each cam means 13 has a continuous helicoidal cam slot15 continuously through at least one-half of one circumvolution of theaxis for cooperation with a cam follower 16. Cam slots 15 and camfollower 16 are positioned about their respective axles 5 so as to causeadjacent links 3 and 4 to laterally disengage their relative position oflongitudinal end-to-end alignment 9 suciently to allow them to swingpast each other when rotated into side-toside relationship 17 atstations 1.

The dual track 7 branches vertically before, and rejoins after, eachstation 1 into an upper dual track 18 and a lower dual track 19. Thebranching is a gradual deection away from each other to the maximumvertical distance at stations of approximately equal to the distancebetween two adjacent axles 5. Switches 20 at branch points are trippedby each passing wheel to alternate to the opposite switch position sothat forward axles on links of the second series of links 4 alwaysfollow the lower dual tracks 19 at station.

Each passenger compartment 2 has substantially: an enclosed body 2l, anarrow folding door 22, a seat 23 with a fully reclinable back-rest 24,a view dome 25, a back-rest reclining control means 26, a verticalattitude 27 at stations 1, and a horizontal attitude 28 betweenstations 1. The enclosed body 21 is shaped like an elongated box, and itis suicient in size to contain the seat 23 with a passenger therein in asitting position 29 and a fully reclined position 30, which positionsare to be taken with respect to the compartments horizontal attitude 28.The view dome is an integral part of the body 21 and is locatedcoaxially about the passengers head when he is in sitting position 29.The folding door 22 is located in the bodys leit side opposite andparallel to the passengers fully reclined position 30. The body 21 isfitted with streamlining 31 for minimum wind resistance betweenstations.

The back-rest reclining control means 26 consist of a driving engagementbetween the next preceding axle 5 and the back-rest 24 for cooperationof relative axle rotation with back-rest raising and reclining. Theback-rest 24 is raised between stations and reclined at stations.Passenger compartments 2 are fastened with their right side to the leftside 10 of no less than every third consecutive link of the secondseries of links 4 at corresponding locations along the links.

Propulsion of the system is provided by a sprocket drive 32 at eachstation 1 and by at least one drive unit 33 between any two succeedingstations 1, all being synchronised and in driving engagement with therack gear 8. At stations 1 moving platforms 34 at equal speed arejuxtaposed with passenger compartments 2. The platforms 34 aresufficient in width to accommodate passengers in single file, and theyextend slightly beyond each station 1.

The systems capacity substantially depends on the trains speed withinthe stations and on the space utilised by the compartments 2 within theslow-moving sections at stations. The station speed is limited to thecustomary speed of approximately 2 f.p.s. at which general publicpassengers can safely enter and exit from an escalator or movingplatform. However, the space may be utilised in a variety of ways tosuit desired train capacity. With the compartments overall dimensions ofless than 3 feet by l feet each, they can be arranged to proceed throughstations densely in single tile at one level as shown in FIG. l. rl`hisway, the capacity is about one passenger every 11/2 seconds, or 2,400passengers per hour. Then, a second level can be operated at stationsbetween the upper and lower tracks 18 and 19. Yet, a third level abovethe upper tracks 18, and a fourth below the lower tracks 19, can beadded. At each of these four levels compartments 2 can be attached orcantilevered of respective links of the second series of links 4. Eachadded level then can handle another 2,400 passengers per hour. Tofurther increase the train`s capacity, the entire compartmentarrangement can be duplicated opposite hand and added to the right side11 of the links. Thus, a maximum capacity of about 19,20() passengersper hour one way can be achieved.

To put this train system into operation various con siderations must bemade. For one thing, timing is essential in all phases. As a passengersteps onto a moving platform, a marking thereon should indicate to himthe exact location at which a compartment is about to appear beside him.The passenger then positions himself slightly backwards therefrom inorder to let a possible other passenger vacate the compartment before heenters. The distance during which platforms and compartments move sideby side depends on the time required for one passenger to vacate andanother to enter a compartment plus a safety margin. Suitable cams canbe set up to automatically open and close doors. An athletic attendantcan be stationed near the end of each platform to assure that no onegets caught in doors and endangers himself. Once inside, passengersremain standing and face forward, possibly adjust seats to matchpersonal height, fasten seat belts and await acceleration.

The rate of acceleration depends on the distance between stations andtheir branch points of upper and lower tracks. lf this distance is 90feet then passengers experience an average acceleration of feet persecond-square, or about ll/z G. As can be seen from this formula anyincrease `in distance s will proportionately decrease acceleration.Again passenger ability to endure and safety should be the determiningfactor. While under acceleration the passenger compartments are rotatedin a vertical plane through an angle of about 9() degrees from thevertical attitude into the horizontal attitude. Concurrent with thisrotation the backrest is separately rotated in the same plane anddirection, but only to an angle of about l degrees back from thevertical, whereupon the maximum speed is attained.

The reverse procedure takes place upon arrival at the next succeedingstation. Obviously many modifications and variations of the invention ashereinbefore set forth may be made [without departing from the spiritand scope thereof], and therefore only such limitations should beimposed as are indicated in the appended claims.

` The invention having been described, what is claimed 1s:

1. An articulated train system comprising a multitude of stations,[single] passenger compartments attached to [the sides of] an endlesschain, an endless chain of a first series of links alternating with asecond series of links and connected for articulation and verticalfoldability by laterally extending axles, [a wheel journalled on eachend of the] means attached to .mid axles for cooperation with [dual]tracks, a [dual] track between stations branching vertically into anupper and a lower track at stations, [alternating switches at branchpoints] means for channelling alternate axles onto the same lower orupper [dual] track to vertically fold the links at stations, [a cam]means engaged between adjacent links for lateral disengagement of thelinks halvedjointed overlapping end-to-end relationship between stationsconcurrent with folding the links into [two] rows in side-to-siderelationship at stations, moving platforms at stations juxtaposed withpassenger compartments, and means for moving the chain longitudinally atlow speed at stations and at high speed between stations.

2. ln an articulated train system as set forth in claim 1, a passengercompartment comprising a body of elongated box shape, a folding door, aview dome, a seat with a fully reclinable back-rest, a back-restreclining control means, and streamlining; the compartment having avertical attitude at stations and a horizontal attitude betweenstations, and being of sufficient size to contain a passenger instanding position at stations and in sitting position `between stations;the passengers fully reclined position between stations corresponding tothe standing positions at stations; the folding door being located inthe bodys side opposite the standing position; the view dome beinglocated in the bodys top coaxially about the head of the passenger whenin sitting position; the back-rest reclining control means being adriving engagement between a next preceding axle and the back-restreclining and raising of the back-rest concurrent with attitude changingof the compartment, the back-rest being raised between stations andreclined at stations; the streamlining being attached to the bodys endsfor minimizing wind resistance between stations.

3. In an articulated train System as set forth in claim 1, including agear rack on each said link, said latter means comprising a driven gearwheel adjacent the line of travel of said chain and engageable with saidgear rack 0n cach link for driving the chain.

References Cited The following references, cited by the Examiner, are ofrecord in the patented le of this patent or the original patent.

UNITED STATES PATENTS 5/1908 Kiralfy l04-20 8/1929 Kurckenberg 104-20U.S. Cl. X.R. 104-25

